Fuel feeding system for engines



Nov.. 28, 1950 F. c. MocK 2,531,780

FUEL EEEDING sYsm Foa ENGINES Filed April 2. 1945 9 Sheets-Sheet 1 Nov. 28, 1950 F. c. MOCK 2,531,780

FUEL FEEDING SYSTEM FOR ENGINES y ,-ri/ l q z. .30 42s 4,

:F1 E lA INVENTOR. FPA/vA/C/Voaw Nov., 28, 1950 F. c. MocK 2,531,780

FUEL FEEDING SYSTEM FOR ENGINES Filed April 2. 1945 9 Sheets-Sheet 3 INVENIOR FFA/w Maa/r' Nov. 28, 1950 F. c. MocK 2,531,780

FUEL FEEDING SYSTEM FOR ENGINES Filed April 2, 1945 9 Sheets-Sheet 5 Za g4 F'EI INVENTOR.

BY FPA/VA//Vaf/f N 75%@ W4 Nov. 28, 1950 F. c. MocK 2,531,780

FUEL FEEDING SYSTEM Foa ENGINES Nov. 28, 1950 F. c. MocK FUEL EEEDING sYsTEM EoR ENGINES 9 Sheets-Sheet '7 Filed April 2, 1945 MNM.

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.ATTORNEY Nov. 28, 1950 F. c. MocK 2,531,780

FUEL FEEDING SYSTEM EoR ENGINES 'Filed April 2, 1945 E 9 sheets-sheet 8 E A tir-15.12%. @E

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Nov. 28, 1950 F. c. MocK FUEL FEEDING SYSTEM Fox ENGINES 9 Sheets-Sheet 9 Filed April 2. 1945 l IN VEN TOR. B/fFAA/A/ C; /Vof/f Patented Nov. y1950' UNITED STATES PATENT oFFlcE Frank C. Bendix Mock, South Bend, Ind., assignor to Aviation Corporation, South Bend, Ind.,

a corporation of Delaware Application April 2, 1945,4Serial No. 586,223 40 Claims. (Cl. Gli-41) This invention relates to fuel-feeding devices for power plants such as `internal-combustion engines, gas turbines, jet propulsion engines and the like; it is primarily concerned with. but not restricted to, improvements in fuel-feeding or charge-forming devices of that type wherein the fuel supplied to a power vplant or engine is measured or metered on the basis of engine speed modified by one or more operating functions or characteristics indicative of mass air flow to the engine or air consumption. Such a device may utilize a pressure-type fuel pump and a fuel-inlet valve controlled by a speed-responsive element such as a centrifugal governor rotating in synchronism with the engine and whose thrust is opposed by a metering head diaphragm. Since the governor thrust is proportional to R. P. M. squared, the metering head is also proportional to R. P. M. squared; and assuming a fixed metering jet, fuel flow therethrough will be proportional to engine speed for a given engine condition. Ifpnow the jet is controlled by a needle movable in relation to some operating characteristic indicative of mass rate of air flow to the engine or weight of air consumed per engine revolution, a relatively accurate fuel/air ratio may be expected throughout the power range.

While the theory of operation is fundamentally sound, diinculty has heretofore been experienced in accurately regulating metering as a function of mass air ow in view of the wide ranges of pressures and temperatures encountered; in adapting the device to power plants of dierent types and operating characteristics; in avoiding vapor lock or pressure effects; in properly regulating fuel ow over a wide range of operating conditions; and in solving other problems incidental to a practical and efficient working device.

An object of the invention, therefore, is to provide a fuel-feeding or charge-forming device which is readily adaptable to different types of power plants or engines. such as internal combustion engines or gas turbines or jet propulsion engines, wherein power is developed by burning a mixture of combustible fluids, usually liquid fuel andair.

Another object is to improve the fuel-metering characteristics and render more practical fuelfeeding devices of the rotary pump type.

Further objects include:

The provision of an improved metering control' system for rotary fuel metering pumps;

To provide more accurate temperature cornpensation for fuel-feeding devices O f the type specied;

To improve the speed governor and valve assembly;

To improve the manifold-baek-.pressure bellows assembly;

To provide awsimplified overspeed control;

And to bringabout other improvements and advantages which will become apparent in view of the following description taken in conjunction with the drawings, wherein:

Figure 1 is a schematic diagram of a fuel-feeding device in accordance with the invention;

Figure la, an enlarged section of part of Figure 1;

Figure 2, a section taken on line 22. Figure 1;

Figure 3, a diagram in broken essential elevation showing the device arranged to supply fuel under pressure to the air-intake conduit of an aircraft internal combustion engine;

Figures 4 to 8, inclusive, fragmentary sectional views showing modified arrangements of the metering head control section of the improved fuel-feeding device;

Figure 9, a view similar to Figure 3 but illustrating the device arranged to control a direct or solid injection system;

Figs. 9a, an enlarged central longitudinal section of the fuel injection pump used in the system of Figure 9;

Figure 10, a sectional diagram of a jet propulsion engine illustrating how the device may be arranged to feedfuel to the combustion chamber or chambers of said engine;

Figures 11, 12 and 13, diagrams illustrating fuel flow characteristics of control systems for jet or gas turbine propelled aircraft engines; and

Figure 14, a fragmentary sectional view of an alternative type of control system with respect .to that shown in Figure 10; and

Figure 15 is an enlarged sectional perspective view of the pressure responsive capsule or aneroid for controlling the metering needle |01 of Figures 1 to 8, inclusive.

Referring to the drawings and first to Figures l, la and 2, the fuel-feeding or charge-forming device as here shown comprises a main housing l0 having a portion shaped to dene a fuel pump inlet chamber Il to which fuel may be supplied from a tank, supply pump, or other suitable source, not shown, through conduit l2. A fuel pump I3, best shown in Figure 2, has a rotor I l formed with a center bore mounting a cam pin I5 and a series of radial slots mounting blades I 6. The rotor is supported for rotation in an open sleeve or cage Ilterminating at its opposite ends in rings ila which cam the blades radially 3y inwardly against the cam pin I5. The righthand end of the rotor is reduced to provide a drive shaft I4a which has a pinion gear I8 secured thereon to facilitate a driving connection with the power plant or engine to be supplied with fuel and which is not shown in Figure 1. The pump I3 takes fuel from chamber II and -forces it under pressure into chamber I9 defined by a wall shown as formed integral with the housing I0 and having portions 20a and 20D which are contoured to receive Lie rotorA cage I1.

An end cap 2l removably secured to the housing I0 supports the sealing and bearing assembly for shaft I4a to which oil may be supplied through duct 22.

The left end of the rotor I4 is rotatable in a stepped bearing and sealing ring 23 mounted in a boss 24 formed integral with the housing or casing I0, a bushing 25 serving to lock the bear,- ing in place. The left end of the rotor is hollow to permit insertion of the cam pin I5, the latter being held against endwise displacement by an abutment member 26 provided with a sealing ring to prevent escape of fuel from the rotor bore, said member being removably held in place by a snap ring 21.

The pump rotor I4 has a driving connection with a governor assembly which, as will be more fully described hereinafter, is arranged to operate a fuel flow controlling valve shown as oi' the poppet type comprising an elongated valve or of a thrust bearing 33 held in adjusted position by end nut 34, the latter serving to adjust and correlate the governor and poppet valvelassemblies. The governor weights are indicated at 35; they are secured on shafts 36'and have formed in tegrally therewith clutch fingers 31 adapted to` engage the thrust bearing 33 and urge the valve, 28 toward open position, or to the right as viewed in Figure l, with a force depending upon the directs fuel radially from the outer periphery of the governor chamber toward the poppet valve outlet port 3|. This baille coacts with the cup 42 to assist in vapor elimination in a manner to be described, and it also reduces turbulence of the fuel in the region of the poppet valve.

A governor head diaphragm is indicated at 41, Figure 1; it is clamped between the radial portions or flanges of bushings 48 and 49. Bushing 48 is slidingly mounted in a guide sleeve 50 supported by hub 5I, while bushing 49 has connected thereto a stem 52 adjustably locked in position by end nut 53. A cable 54 connects at one end with the member 52 and at its opposite end with the stem 28a of valve 28. A bushing 55 steadies the cable, and to stillen the cable sufficiently to prevent buckling due to idle spring thrust, -a relatively light wire spring 5G encircles An idle spring 51 engages the outerl pressed detent members 60. Since the spring 51 .i may require delicate adjustment, it is important y that the plug 58 be capable of easy adjustment while at the same time it should be held stable when once set or adjusted; and the detent memr bers function advantageously in this respect.

A by-pass chamber' 6I communicates with the fuel-intake chamber Il, as best shown in Figure 2; and controlling passage of fuel from the pressure chamber I9 to the by-pass 6I is a relief valve 62 which seats on a valve cage 63 mounted .in the upper transverse portion of the ,wall 20 and providedwith ports 63a. The valve .'f a balancing chamber 10. The spring 68 urges valve 62 onto its seat and allows it to open when the'pressure in chamber I9 exceeds the presspeed of rotation and the resulting centrifugal effect of the weights 35. VThe shafts or pins 36 are anchored in yokes 38 forming part of a hub 38 carrying the outer races of a bearing assembly 40, the inner races of the bearing assembly being mounted on the bushing 29 and held in place by end nut or collar 4I A cup 42 is secured on the left end of the rotor I4 by means of a fltting 43 and end nut or collar 44. A driving connection between the rotor I4 and governor is provided by means of lugs 45 projecting radially from the flange of the hub 39 and engaging in open slots 46 formed in the edge of the cup 42. This construction tends toward simplicity and to facilitate assembly. The cup 42 also functions to reduce turbulence of the fuel in the chamber I9 and to limit the throw of the governor weights under certain conditions, as for instance, when there is no appreciable differential pressure across the metering head diaphragm, to be described.

A fuel baille or shield 42a is preferably mounted on the bushing 29 adjacent the valve port 3l; it

sure in chamber 10 by some predetermined amount dependent upon the strength of spring It is important that there be a substantially constant pressure drop across the valve 28, so that the various pressures in the system are balanced; also in fuel-feed systems where an injection nozzle is used as in Figure 3, the metering needle is rendered less sensitive to variations in nozzle pressure. In the present instance, a constant drop across the valve 28 is brought about by connecting the balancing chamber 10 through duct or channel 1I, 1Ia with a fuel chamber 12 into which the port 3| discharges fuel. The chamber 12 is referred to hereinafter as the unmetered fuel chamber since the fuel in this chamber has not as yet passed through the fuel metering orifices hereinafter described. The chamber 10 communicates with by-pass chamber 6I through restricted orifice or bleed 15 to permit complete filling of chamber 1U and to relieve vapor or excess pressure developed in chamber 1|) by engine heat when the engine is stepped.

assumo When the pump is initially placed in operation and sumcient pressure -is built up in thechamber I8 the valve 62 will open. When this valve opens, fuel is admitted to the chamber 6|, and after this chamber fills, fuel will pass through orifice into chamber 10. Since this latter chamber is in communication with the unmetered fuel chamber 12, the pressure on the top side of diaphragm 68 will be unmetered fuel pressure while that on the lower side of valve 62 will be equivalent to that in the governor chamber I8, and the differential between these chambers 10 and I8, or across the diaphragm and valve assembly 68, B2 and hence the drop across the valve 28 will therefore be maintained at a substantially constant predetermined value as determined by spring 66, irrespective of the volume of fuel delivered by the unit.

The valve indicated at 8|, Figure 1, is an idle cut-off valve; it is used to completely cut olf flow.

of fuel to the engine t0 stop the latter. The valve is provided with a stem 82 and a lever 83. `In the position shown, the valve is open and fuel may ow through conduit 84, the latter being provided with a coupling member 85 for attachment of a suitable tube or fel line leading to a spray nozzle, injection pump. burner ring or the like, depending upon what type of power unit is being supplied with fuel.

It will be noted that the conduit or duct 1| connects with its continuation lla through a valve port 86 controlled by rotary valve 81 mounted on and rotatable with valve stem 82 and cutoil. valve 8|. Thus when the idle cut-olf valveis closed, valve 81 is likewise closed and communication between the unmetered fuel chamber and the chamber 10 is broken. The reason for this is that should the unmetered fuel pressure still be applied to chamber 'I0 after fuel flow is stopped and during further running of the engine due to momentum, the by-pass valve 62 wouldrequire so much pressure to unseat it asto produce dangerously high pressures in the chamber |8.

It is important that vapor be completely eliminated from the pressure chamber in which the governor and poppet valve assembly operate. Since fuel in vapor form is lighter than when in the liquid phase, it tends to gather in the central area of the governor chamber, due to the fact that the heavier liquid fluid is thrown outwardly by centrifugal force, where it (the lighter vapor) affects the buoyant action of the fuel on the governor weights and increases the effective throw of the latter, thereby increasing the metering head and tending toward a rich fuel/air ratio. If sufficient vapor collects to `more than fill the spinning cup and the governor chamber, it will pass through the system and result in a leancondition of the fuel/ air ratio. Thus, as in other fuel systems, vapor formation" tends towards unstable and unsatisfactory operation in general.

In the present instance, a vapor elimination A system is provided which takes advantage of the tendency of the vapor to centrifuge or move towards the central area of the governor chamber. The spinning cup 42 which houses the governor weights 35 is formed with a series of holes or openings in the peripheral and end walls thereof, and the hub member 38 is also preferably formed with a series of openings 8|, note Figure 1a. The abutment member 26 in the end of the rotor |4 is formed with vapor escape openings 82 through which vapor passes and thence through the space around the abutment member to dis- 6 charge passages 83 formed in the rotor and extending on through the bearing 28 and terminating in an annular collecting chamber 184 formed in the boss 24. A vaporvent channel communicates the annular chamber 84 with a vapor vent chamber 86. the latter being provided witht a oat 8l carrying a valve member 88 s'lidable on the lower end of a hollow depending stem provided with a port 88', said valve 98 controlling vapor discharge passage 88, which may lead to a fuel tank, not shown, or to some other suitable point such as an air intake conduit. An apertured inverted cup-like member 88' in the chamber 86 provides a smooth internal wall to permit free vertical movement of the float.

The venting system operates as follows:

During periods of operation a continuous flow of liquid and/ or vapor occurs from the center portion of the governor chamber through ports 82, 83, annulus 84, and passage 85 to the float chamber 86. In the absence of vapor, the liquid fuel entering chamber 98 fills the chamber and the float closes port 98'. Fuel thereafter supplied to chamber 86 escapes through a passage |00 and restriction |0| to the by-pass chamber 6| which communicates with the pump inlet chamber Il. Any vapor resulting from low pressures, agitation or other causes which enters or is formed in the chamber I8 will, due to centrifugal action, move inwardly through the holes 90, 8| in the wall of the cup 42 and the hub 38 and also'through the space between the forward edge of the cup and said hub. This vapor will converge around the axis of the governor and valve assembly and thence pass through the holes 82 in the abutment member 26 and outwardly through the channels or vents 83, annular chamber 84 and channel 85, to the'fioat chamber 86. 'I'he baille 42a insures that only the heavy liquid fuel from the periphery of the governor chamber reaches the valvefport 3| and thus facilitates the centrifuge ofythe fuel in the governor chamber.

Normally, when there is little orno vapor or air in the float chamber 86', the valveport88' is` held closed by the valve 88; but when` vapor iNbr air enter said chamber, it depressesthe liquid fuel level, the float drops and the valve 88 uncovers port 88', permitting the vapor and air to escape back to the fuel tank through conduit 88. As the vapor escapes, liquid fuel entering chamber 86 raises the fuel level therein and moves the float upwardly to close port 88.

The venting system illustrated and described herein constitutes the subject matter of application Serial No. 586,224 filed of even date herewith, by Willard F. Blakeway and Albert l?. e

Schnaible. i,

The unmetered fuel chamber 12, Figure 1, is formed in a casting |02 suitably connected to the main pump housing l0, and the flange 28a of the bushing 28 is connected to the flange 30 of said casting by means of screws |03. Another casting |04 is suitably connected to the casting |02 and is formed with a variable pressure regulator control chamber |05, the latter` being separated from the unmetered fuel chamber 12 by the governor head diaphragm 41, but being', in controlled communication therewith through a restricted orifice or bleed |06, in a mannenand for a purpose to be described.

A metering needle |01. Figure l, controls metering orifice` |01' defined by a seat or bushing located in the wall of chamber 'l2 and communicating said chamber with the metered fuel chamber I01a from which the fuel flows to discharge conduit 84. The needlel |01 is regulated by a pressure-responsive capsule including a.v manifold pressure bellows |08 (see also Figure and its characteristics, particularly with respect` l) secured at its one end to a plate |09 which *Y in turn is connected -to a seat ||0, the flanged head of the needle being mounted in said seat and urged thereagainst by a light spring held in place by retainer H2. Within the bellows is a main calibrated loading spring ||3 and a supplemental loading spring ||3' which maintain the bellows in an equilibrium position at given external and internal pressures. The outer end of the bellows is connected to a plate ||4 which j is secured to the inner end of an end closure and coupling member ||5 formed with a vent |16 closed by a removable plug and whereby the bellows may be readily evacuated and sealed.

The manifold pressure bellows |08 in the present instance is evacuated to render it responsive to changes in pressure only, temperature compensation being had through a separate control elebushing |28 encircled by a sealing gasket |3I.

This insures against leakage of fuel from the metering head chamber 12 past the bushing |29 and into the chamber |21. An annular recess or chamber |32 is provided in the bushing |29 ment, to be described. The main loading spring A,

||3 need not necessarily be supplemented by the spring H3', but the use of the latter facilitates accurate loading and renders the bellows more sensitive to pressure changes; it may be compared to a vernier type of adjustment.

An exhaust back-pressure capsule is provided and includes a bellows ||1, of reduced size with respect to the bellows |08, having a closure plate at its one end anchored to a bushing I |8 secured 'around the needle |01, said chamber being vented or drained to a low pressure area such as supercharger suction through passage |33 formed in the bushing |2| and a conduit |33a, note Figure 3. This ensures against leakage of fluid into chamber |21 past the needle |01 while at the lsame time permitting free movement of the to the end member I5 and another closure plate at its opposite end connected to a bushing ||9 threaded in the outer end of a housing |20, the latter being threaded into a bushing |2| connected to the casting |02. The interior of the back pressure bellows I1 is vented to the atmosphere or to a point in the exhaust manifold of the engine by means of a screened vent |22 connected to the open end of the bushing |I9. The inner extremity c-f the bushing H9 is vented t0 the ,interior of the bellows Il'l and telescoped over the bushing ||8 and the latter is connected to the one end of a stem |23, which is urged outwardly by means of a calibrated spring |24 seated at its inner end on a flange formed interiorly of the bushing |I9 and at its opposite or outer end abutting a vented washer |25 held in adjusted position by means of a lock nut |26. This spring |24 and its adjustment facilitates accurate correlation of the back-pressure capsule with the manifold pressure capsule.

It will be seen that when manifold or engine charging pressure is communicated to the chamber |21 defined by the housing |20, it will tend io collapse the bellows |08 and ||1 and retract needle |01. Since the bellows ||1 is vented to atmosphere. its collapsing action will be resisted in direct relation to changes in exhaust back pressure or changes in atmospheric pressure which may be taken as an index of exhaust back pressure. By adjusting the tension of spring |24 the increment of back pressure represented by the bellows ||1 may also be adjusted. Preferably the' combined unit is calibrated to produce constant travel of the contoured needle |01 proportional to manifold pressure minus some predetermined increment of exhaust back pressure over the entire metering range. This action can be obtained with a single bellows capsule, but the dual-bellows arrangement herein disclosed has been found easier to construct, calibrate and adjust and more practical in general than a single-bellows unit. The particular increment or fraction of the exhaust back pressure to be used needle. y

.A control orifice is indicated at |35; it communicates regulator control chamber |05 with metered fuel chamber 01a through channels |36, |36a, the area of said orifice being variable by needle |31. The manner in which this control functions will be more fully set forth in the description of operation, which follows.

The fuelpump I3 may be suitably geared to the engine or power plant to be supplied with fuel and driven thereby. Rotation of the pump rotor I4 causes fuel to be drawn in through conduit I2 from a suitable source of supply, such as a conventional fuel tank, and into the chamber |I, from which it is forced by the rotor blades or vanes into the chamber I9. The relief valve l|52 is set to maintain the fuel in chamber I9 at a predetermined pressure, over and above the pressure in unmetered fuel chamber 12. pressure is exceeded, the excess fuel is by-passed back to the chamber |I through the passage or chamber 6 When the engine is operating, the rotating Agovernor weights 35 and the idle spring 51 tend to open the valve 28 and fuel under pressure is.

passed through the orifice 3| into the unmetered fuel chamber. The fuel flows through metering orifice |01' into the metered fuel chamber I 01a and through the conduit 84 to a fuel discharge nozzle for supplying fuel to an internal-combustion engine, or burner for a gas turbine or jet propulsion engine as the case may be. A small portion of the fuel flows from the unmetered fuel chamber 12 through the restriction |06 into the regulator control chamber |05, thence through the variable orifice |35 into the metered fuel chamber |01a and then through conduit 84 to the nozzle along with the fuel flowing through the metering orifice |01'.

It will be apparent that the pressure in the variable pressure regulator control chamber |05 will be of a value intermediate the unmetered fuel pressure in chamber 12 and the metered fuel pressure in chamber |01a. and will tend to approach the pressure in chamber 'I2 as the effective area of orifice |35 is decreased by valve |31 and will tend to approach the pressure in chamber |01a as the effective area of orifice |35 is increased. For a given position of valve |31 the differential between the pressures in chambers 12 and |05, which may be aptly termed the governor head, will remain a constant percentage When this of the differential between the pressures in chambers 12 and |01a, the latter dierential being the metering differential pressure effective across the metering orifice |01. As the valve 28 opens or closes the fuel flow to the nozzle will tend to increase or decrease and the governor head and the metering differential will likewise increase or decrease. The governor head, that is,`the difierential between the pressures in chambers 12 and |05, is effective on the governor head diaphragm 41 tending to move the diaphragm to the left and tending through cable 54 to move the valve 28 to the left in opposition to the force thereon of the governor weights 35.

The valve 28 will float toward open or closed position until the governor head acting on diaphragm 41 balances the force of the governor weights 35. Since the governor rotatesin direct relation to engine speed, the thrust of the governor weights is proportional to speed squared and therefore the balancing differential across `diaphragm 41 is maintained proportional to speed squared and the metering head'across the metering orifice |01' is also maintained proportional to speed squared. Assuming that the area of the metering orifice |01' is fixed, theniiow there- `ratios can be obtained throughout the range of variations in engine speed, manifold pressure and exhaust back pressure. i

. `Variation in the position oi needle |31 Iwill result `in a given percentage change in the fuel supplied to the engine throughout the range of engine operation. Valve |31 therefore iswell suited as a manifold temperature compensating device, as will be hereinafter described in connection with Figure 3. or as aimixture ratio control device. For example, a neutral or interme- .diate control position of needle |31 may be taken at a point where the respective areas of the orifices |06 and |35 are' equal and the pressure drops across eachoriiice are equal. Under these conditions the difference in pressure between chambers 12 `and |05 and hence thezdiii'erentiall across diaphragm 41 is represented by the drop across through would be `proportional to the square root of the pressure differential thereacross and hence proportional to engine speed. For a constant condition of manifold pressure and exhaust back pressure, the air flow to the engine will vary in direct proportion to the engine speed, and the control mechanism `just described will correspondingly vary the quantity of fuel supplied to the engine or burner.

The mass rate of air flow to the engine in addition to being dependent upon the enginespeed is also dependent upon the manifold or charging pressure modified by a predetermined increment or portion of the exhaust back pressure. 1n order tocorrespondingly vary the fuel flow with changes in air iiow resulting from changes in manifold pressure or .exhaust back pressure, the area of orice |01' is controlled by the needle |01 and the latter is actuated in direct relation to manifold pressure modified by a `predetermined inerernent of back pressure or atmospheric pressure. Thus as manifold pressure is varied, as by actuation of a throttle valve in the air intake conduit of an internal-combustion engine or by variation in speed of a supercharger at a given throttle opening, such variations in pressure will be transmitted to the chamber |21 and imposed on the bellows |08, The pressure in this chamber |21 also acts on the back pressure bellows ||1 which is internally vented to atmosphere or to the exhaust manifold through the vent |22 and therefore modifies the travel of the bellows |08 in direct relation to changes in atmospheric pressure. Internal loading of the bellows |00 as determined by' the degree of evacuation and thev fuel metering orifice in accordance with manifoldA or charging pressure modified to the extent de-` sired for Variations in exhaust back pressure, and assuming, for the present, constant temperature of air entering the engine, the desired fuel/air` orifice |05 and is substantially equal to one-half of the total drop across orifices |06 and |135, the total drop being the metering differential across metering orifice |01'. The differential across .diagraphm 41 will retain this one-half relationship at all values of the fuel metering differential or metering orifice areas. If now at a given governor or engine speedl and a given area of metering orifice |01', the area oforiiice |35 is increased as by raising the needle |31, thereby reducing the pressure in chamber |05, the differential across diaphragm" 41 may, for example, become equal to six-tenths of the metering differential pressure instead of one-half. The differential across diaphragm 41 is then too large furba]- ancing the force of the governor weights on valve 28 and the valve will partially close and decrease the fuel fiowuntil `the differential across diaphragm 41' is reduced one-sixth, to its former value, with a corresponding percentage reduction in the metering differential across the orifice |01'. The quantity of fuel being delivered through oriiice |01' to the engine or burner will accordingly be reduced to approximately the square root of iive-sixths of its former value, and this percentage reduction inflow through orifice |01 will be effective throughout the range of engine speeds and settings of needle |01. On the other hand, if the area of orifice |35 is reduced as by lowering the needle |31, the pressure in chamber |05 will increase and the differential pressure across diaphragm 41 will decrease correspondingly.. The weights 35 will open the valve 28 an additional amount to increase the fuel flow until the difierential pressure across diaphragm 41 is restored to its former value to balance the force of weights 35. This will result in a percentage increase in the fuel flow through metering orifice |01',l which percentage enrichment will obtain throughout the range-of engine operation. Thus when the area of orifice |35 is at a maximum, the rate of fuel fiow will be at a minimum, and when the area of said orifice is at a minimum, the rate of `fuel flow will be at a maximum. for any given engine speedand a fixed position of needle |01. The pressure lin chamber |05 thus may be selectively varied by needle 31 to accomplish an increase or decrease in the fuel metering differential pressure relative to the differentialpressure across the governor head diaphragm, which in turn is maintained in balance with the force of the governor weights 35 by means of the valve 28 which opens or closes `to increase or decrease the fuel I flow until this balance is established. Statedin another way, adjustment of the control needle |31 adjusts the differential across the metering ori- Iice |01' at a constant engine speed and manill fol v ressure or, other function controlling the mentng needle or valve |01. If the fuel-feeding device is used with an internal combustion enginewherein power is controlled by varying the flow of air to the engine, as by means of a throttle valve in the air-intake, upon adjustment of the needle |31 the unit will continue to meter in relation to engine speed and manifold pressure but the rate of fuel flow for a given rate of air flow will vary. On the other hand, if power or speed is controlled primarily by varying the flow of fuel to an engine independently of the air sup- Ply. as in the case of a jet propulsion engine, adjustment of the area of bleed |35 will result in acceleration or deceleration of the engine, or will produce an accelerating or decelerating mixture.

Figure 3 shows the fuel-feeding device or speeddensity metering pump functioning as an injection carburetor. Those parts which correspond to similar parts in Figures l, la and 2 are given like reference numerals in Figure 3.

An internal-combustion engine |39 is provided with an air-intake conduit |40 having mounted therein a throttle valve |4|. adjustable by means of an operating link |42 which may be manually or automatically controlled. A supercharger |43 supplies air under pressure to the engine through manifold or supercharger ring |44 and conduits The fuel discharge conduit 84 has connected thereto a pipe |45 which leads to a fuel discharge nozzle generally indicated at |46 provided with a spring-pressed nozzle member |46a moved or retracted from seated position by fuel under pressure acting on diaphragm |461) to permit fuel to be discharged into the air-intake conduit posterior to the throttle through discharge orice |41. The nozzle may be set to open at a predetermined pressure, say for example, ten pounds p. s. i.

The nozzle |46 may be of any known type, an example being shown in U. S. Patent No. 2,310,984.

The centrifugal head control system including bleeds 06, |35 and the needle |31 is utilized to compensate for changes in temperature, or to adjust the fuel flow in relation to variations in mass air flow resulting from changes in temperature. A lever |48 is pivoted at |40 and has one end thereof connected to the upper end of the needle |31 and the opposite end thereof connected to a rod |50 carried by a bellows 5| mounted in a housing |52, said bellows being maintained in a predetermined collapsed position by a spring |53 and having the interior thereof in pressure communication with a thermal element |54 mounted in the manifold or supercharger ring |44 through pipe or conduit |55. 'I'he thermal element, pipe |55 and bellows may be filled with a suitable temperatureresponsive fluid so that when the temperature rises-in the manifold or supercharger ring |44, the fluid will expand and in turn cause the bellows I5| to expand against the pressure of the spring |53 and actuate the needle |31.

In feeding fuel to the engine, the device functions as described in connection with Figure l. To accelerate or decelerate the engine, the throttle valve |4| may be adjusted in the conventional manner to control the flow of air through the intake conduit |40. When the flowof air is increased, boost or manifold pressure also increases, and the pressure in bellows chamber |21 rises, causing the needle |01 to retract and enlarge the area of the main metering orilice |01' and increase the flow of fuel to the ensure.

Should the temperature rise in the intake manifold, the bellows |5| will expand, raising the needle |31 and enlarging thegarea of the orifice |35. When this happens, assuming constant engine speed and manifold pressure, the metering head or diiferential is decreased resulting in a reduced flow of fuel to the engine thereby rectifying the mixture. or maintaining a predetermined fuel/air ratio. Since increased temperature results in a reduced weight of air or mass air flow, it is desirable that the quantity or rate of fuel should be correspondingly less. On the other hand. should the temperature of the air decrease and its weight or mass flow increase, the needle |31 will be moved downwardly to restrict the bleed |55 thereby increasing the metering head or differential and increasing the iiow of fuel to the engine.

As will be obvious, a certain amount of fuel is by-passed around the main metering Jet into the metered fuel chamber |01a through bleeds |06 and |05.- However. since the bleeds |06 and |35 maybe made exceedingly small and yet retain their effectiveness, particularly when the bleed system is used as a temperature-compensating means.'this by-passed fuel may be considered negligible. Its principal effect is to produce enrichment in the idle speed range at certain temperatures which in some types of engines and with certain sizes of bleeds may prove objectionable. Since fuel flow is at its lowest value at idling and the range of temperature variation less pronounced. the bleed control system may be dispensed with at this time. Figure 4 illustrates a derichment control which automatically becomes effective when the metering differential attains predetermined minimum and maximum values, to thereby not only eliminate enrichment at idling due to by-passing of fuel. around the metering orifice |01 but also compensate for velocity enrichment or an unbalanced fuel/air ratio due to high engine speeds. The orifice |06 is enlarged, and coacting therewith is a valve |55 formed with contoured surface |56. A diaphragm |51 is located in the wall separating chambers 12 and |05 and is backed by a spring |50. said diaphragm being operatively connected to the valve |56 by means of rod |55 and yoke lever |60 fulcrumed or pivoted at 50'.

'I'he spring |50 balances the differential across diaphragm |51 in a manner such that over a range of speed between a predetermined minimum and a predetermined maximum, the area of orifice |06 is normal, or is of a fiow capacity such -as will provide the operation heretofore described; and when the speed approaches or reaches such values, the area of the said orifice is restricted and/or cut olf entirely, depending upon the contour of the surface |56. Thus, in the example shown. when the engine speed drops to a certain R. P. M. and the differential across 13 diaphragm |51 likewise drops to a certain value, spring |56 moves the diaphragm to the right. causing valve I 56 to gradually restrict and finally cut off or close orifice |06, whereupon the by-pass bleed system becomes ineffective.

When the engine speed reaches a certain predetermined maximum and the differential across diaphragm |51 attains a corresponding maximum value, the spring |56 is compressed to a point where the left-hand extremity of the contoured surface |56' begins to take effect and proportionally reduce the area of bleed |06; whereupon the pressure in chamber is again reduced and the diiierential 4across diaphragm 41 correspondingly increased `to thereby decrease the rate of fuel flow sufficiently to compensate for velocity enrichment that would otherwise result from high engine speeds.

It will be obvious that the needle |56 could be made to control only one or both of the above factors, as desired, and also that each factor could be controlled by a separate needle to facilitate contouring.

i Figure 5 shows a control element located to act on the orifice |06, permitting simultaneous coordinated control of the metering head by the needle |31. In this instance, a needle |6|, which may be a temperature-compensating needle, is connected to a bellows |6|' having communication with a suitable operating pressure such as the temperature-responsive element |54 of Figure 3 by means of a pipe or tubular conduit |62. A rising temperature will extepd the bellows and cause the needle |6| to restrict the passage |06, thereby reducing the pressure in chamber |05 and increasing the differential across the diaphragm 41 of Figure 1 in a valve closing direction, to in turn reduce the metering head across metering orifice |01'. The needle |31 is free for use as a control independently of temperature control; in the case of a jet propulsion engine, for example, it could be used as a powercontrol. i

In Figure 6, the chamber 12 communicates with a passage |63 leading to the metering orifice |01' through an orifice |64 controlled by a needle and bellows assembly similar to that shown in Figure 5 and having like parts identified by the same reference numerals. Expansion and contraction governor which acts to maintain the operating speed of the engine within a predetermined limit. As in Figure 6. the unmetered fuel chamber 12 communicates with the metering orifice |01' through orifice |64 and passage |63. In this instance, however, the criiice |64' is controlled by a valve |66 connected to a diaphragm |61 and urged away from its seat by a spring |68. Up until the time the engine speed attains a certain R. P. M., the valve |66 remains open andV metering proceeds in the usual manner. However, when the engine speed exceeds such value, the governor head, that is the differential between the pressures in chambers 12 and |05, acts on the diaphragm |61 to effect closure of the valve |66, whereupon the fuel ilow is materially 14 reduced, effecting a reduction in speed of the eneine. Bleed |65' permits suincient fuel to pass into the chamber |63 to prevent the engine from stalling when valve |66 closes.

Figure 8 shows an arrangement for regulating the metering head to compensate for decreasing charging or volumetric efficiency of the engine at high speed. In this instance the bleed |06 is controlled by a needle |10 carried by a diaphragm |1| urged away from seated position by a spring |12 and toward the orifice |06 by the diierential oi' the pressures in chambers y12 and |05. A channel |13 communicates the chamber `12 with the bleed |06. As the engine speed increases the differential pressure on diaphragm |1| will increase and move the needle |10 to decrease the effective area. of orifice |06. This, for reasons heretofore presented, will tend to reduce Vthe metering head across orice |01' to a value `less than otherwise would obtain. The fuel flow to the engine is therefore of less amount to compensate for the decreased volumetric efilciency.`

While ordinarily volumetric efficiencyre'aches a maximum at some intermediate speed, the greatest changes occur in the range from intermediate to maximum speeds. By properly contouring the needle |10 in relation to its tnavel as determined by the area of diaphragm |1| and the spring rate of spring |12, and by using a needle of reversing contour whereby the effective area of orifice |06 will first increase and then decrease as the needle |10 moves to the left with increase in speed, compensation for variations in `volumetric eiciency may be accomplished through the entire speed range, both above or below said intermediate-speed.

Figure 9 illustrates a direct-injection system incorporating the improved metering unit as a regulator. An internal-combustion engine is diagrammatically shown at 200. air being supplied to the engine through induction or air-intake conduit 20| provided with a throttle valve 202 actuatable by a control link 203. 'I'hethrottle may be manually controlled by a pilot or be arranged for` automatic or combined automatic and manual control as desired. A supercharger 204, driven from the engine through suitable gearing indicated at 20,4', delivers air under pressure to supercharger ring or manifold 205 and manifold pipes 206` which lead to the respective engine cylinders 201,ithe latter each being provided with an inlet valve 208, `exhaust valve 206 and piston assembly 2|0. i i

Parts which correspond to. similar parts in Figures 1 to 3, inclusive, are given like reference numerals in Figure 9. Thus the housing ofthe fuel-feeding device or.regulator is indicated at i0, the metering head chamber at 12 and the control chamber at |05. The pump draws fuel from a supply tank 2li through conduit 2|2 and delivers metered fuel under pressure through conduit 2|3 to a fuel-injection pump generally indicated at 2I4. This injection pump is shown in Figure 9a and is substantially similar to the pump shown and described in acopending application of LeRoy Evans Serial No. 475,783, filed February 13, 1943, now Patent No. 2,447,268,

issued August 17, 1948. Briefly, it includes a fuel movable wall of a chamber 2|1 which is in pressure communication with the induction conduit 23| anterior the throttle by means of pipe or conduit 2|8. The diaphragm 2|5 is operatively connected to a rod 2|! by means of lever 220 pivotally anchored to the pump housing, said rod at its inner free end abutting a bearing member connected to or forming part of a piston assembly including piston 22| slidable in a cylinder 222. The piston 22| is urged to the left as viewed in Figure 9a against the resistance of a return spring Y223. A series of pumping plungers 224 are disposed in annular formation around the piston 22|, each plunger being slidable in a bushing 225 against the resistance of a return spring 226. The plungers are successively actuated to deliver a pumping stroke by means of a wobble plate 221 driven from a main drive shaft 228 through a universal coupling assembly, said shaft in turn being driven in timed relation to the engine by any suitable means including gearing indicated at 223, Figure 9'. The wobble plate 221 cams against plunger tappets 230 coaxially alined with the respective pump plungers 224 and slidable in bushings 23| encircled by springs 232. The plungers and tappets are preferably made as separate abutting parts to accommodate minor variations in alignment of their bushings 225 and 23| without any tendency to bind the assembly, and the springs 232 are provided to move the tappet out of engagement with the wobble plate in the event a plunger becomes stuck. 'Ihe wobble plate and tappets operate in a bath of lubricating oil preferably circulated under pressure. Metered fuel in the reservoir 2|5 flows through ports 233 in piston 22| to space 234, from which it flows through annular port 235 and radial channel 235' into a central bore 238 formed in each plunger 224. In the region of the annular port 235. each plunger has slidably mounted thereon a by-pass sleeve 231 carried by a plate 238 movable with the piston 22|.- In Figure 9a the upper plunger shown in section is in its extreme righthand position corresponding to the end of the stroke. Upon rotation of the wobble plate 221, this plunger will move to the left until the annular port passes to the left ofthe by-pass sleeve 231. at which time metered fuel will enter the bore V236 and fill the pumping space 233 adjacent the right end of the plunger ln which a springpressed check valve 240 is mounted. Upon movement of the plunger to the right, fuel will be pumped back out of the annular port 235 until it passes into lapped relation with by-pass sleeve 231, which determines the beginning of injection. Further movement of the plunger to the right forces the trapped fuel past the check valve 240 into a discharge passage 24| from which it passes under nozzle pressure through fuel line 242 to injection nozzle 243, Figure 9, which discharges the fuel under high pressure into the engine cylinder. Fuel discharge from the injection nozzle continues until an annular port 244 formed around the plunger 224 and communicating with the bore 236 passes into registry with annular port 245 formed in the bushing 225 andvented to the space 235, whereupon the fuel remaining in the said bore is pumped back into said space. Thus the pressure of the fuel being pumped is suddenly relieved and injection quickly cut olf, avoiding dripping at the injection nozzle. By varying the position of the by-pass sleeves 231, the effective pumping capacity of the pump may be varied from zero to maximum. Since the diaphragm 2| 8 is operatively connected to the said sleeves 231v through fulcrmed lever 223. rod 2|2 and plate 238, the exact volume of fuel comprised in each charge to the engine cylinders is determined by the eifective position of the diaphragm. If the pressure of the metered fuel increases. the pressure in fuel reservoir 2|5 increases, thereby forcing the diaphragm outwardly against the resistance of spring 223 and moving the by-pass sleeves 231 to the left to correspondingly increase the volume of fuel comprised in each injected charge; a decrease in metered fuel pressure relieving the pressure onthe inner side of the diaphragm whereby the .by-pass sleeves move to the right due to the action of the spring 223. The diaphragm chamber 2 |1 may be vented to the airintake conduit or scoop anterior the throttle, or to the atmosphere.

To slightly richen the mixture upon acceleration, a diaphragm 245 urged upwardly by spring 241 is provided. A connection 248 posterior to the throttle transmits suction to the outer face of the diaphragm at idling or cruising speeds and draws it downwardly whereupon fuel flows into chamber 249. Upon a sudden drop in vacuum accompanying acceleration, the spring 241 forces the diaphragm upwardly, injecting fuel into the reservoir 2|5. Also, the fuel introduced into chamber 249 compensates for the increase in the effective column of chamber 2|5 resulting from outward displacement of diaphragm 2|8, otherwise a. portion of the fuel being metered would be used to flll this increased volume instead of being injected into the engine.

A hand-operated wobble pump 252 (Figure 9) is installed in the fuel line 2|2 between the tank and metering pump; it may be used in conjunction with the rotor |4 of Figures i and 1 to build up pressure in the system for starting and for other purposes.

A general description of the operation of the system of Figure 9 follows:

Control of power may be primarily through the throttle 202, which may be operated either automatically or manually to vary the flow of air to the engine. The regulator will tend to meter the fuel in the same manner as described in conjunction with Figures 1 to 3 inclusive, metering being proportional to the product of manifold or boost pressure corrected for changes in temperature and exhaust back pressure times engine speed. If the injection pump is not delivering suiilcient fuel to the engine, the metering head across the orifice |01' would be deficient and the head across the governor head diaphragm would be insufcient to balance the governor weights. The weights therefore would open further the valve 28 which would result in an increase in the fuel pressures throughout the system. The pressures would increase until the pressure in pump chamber 2|5 was sufficient to move the piston 22| and by-pass sleeves 231 to the left to increase the effective stroke of the pump plungers sumciently to deliver the desired quantity oi' fuel to the engine. at which time the governor head across diaphragm 41 would just balance the forceV 17 suit from wear on the tappets, wobble plate and coacting mechanism or theplungers themselves. Figure 10 illustrates the improved fuel-f/.eeding device or metering pump adapted to supply fuel to the burner or burners of a. jet propulsion engine." Ihe engine or power plant as mcreor less diagrammatically illustrated in Figure 10 comprises a casing 300 which is contoured to define Va generator chamber 30|' at its one extremity and a' reaction tube '300" at itst opposite extremity.

. At its forward or intake end the casing is provided with curved cowling 30| defining an airintake passage 302. A dynamic or rotary air compressor 303 is mounted in theintake passage on a shaft 304 supported by a bearing member 305 having at its rear extremity a series of radially projecting arms terminating in guide assiduo fooi-responding fuel consumption rate and it is deproached and the governor functions to reduce vanes 300. Also mounted on the shaft 304 is a turbine 301 having a series of turbine blades 301' adapted to be driven by heated and expanded exhaust gases from a series of burners 303 mounted in annular formation in the chamber 300 and which may be substantially as illustrated and described in my copending application SerialNo.

' 557,812, led October 9, 1944.

Air entering the inlet 302 is picked up by the compressor, which acts to compress the air into` chamber 300' andthence'into the burner units or individual burners 303, :where heat is added by the combustion of fuel and the expanded exhaust gas is `directed through the blades 301' of Vreaction tube 300" to effect propulsion of the plane in which the engine may be installed.

When a centrifugal compressor is connected to and rotated in synchronism with a gas turbine driven by the energy of expanded gases produced in a combustion chamber or burner in which the air is compressed,` certain fundamental relations exist. Thus at a given entering air density the weightof air flowing will vary approximately with the R. P. M., the pressure rise through the compressor may vary approximately with theA R. P. M?, and the power consumed by the'compressor may vary approximately with the R. P. M. When the power is controlled by regui lation of the fuel feed. the rate of feed required may vary approximately with the R. P. M. Hence if fuel feed is controlled by a suitable device such as a power control lever and the latter is advanced or retarded to obtain a selected speed or power output, the turbine speed will either in-` crease or decrease until a speed corresponding to the rate of fuel feed is attained. Substantially the same conditions are present when the turbine drives an aircraft propeller, and the connection from the turbine receives air from a forwardly disposed opening. e

Fuel control systems ,for jet propulsion engines and gas turbines heretofore have been of one of two types; one. simple governor control of the fuel supply to partially cut on the fuel when the selected speed is attained;` and two, fuel rate selection in which the fuel rate is selected and the engine or machine speeds up or slows down to a speed corresponding to the selected fuel rate.

Figure l1 illustrates the type of fuel control obtained with the governor control system. In this figure curve A represents the normal or inherent speed vs. fuel rate characteristic of this class of engines, and curve `B represents the fuel pumping capacity of the fuel supply pump.` 4,If now the engine is operating at speed a with a the fuel rate along curve e until point b is reached when the engine reaches equilibrium operation.` During this period of acceleration the quantity of fuel supplied to the burner is greatly in excess of that required for the quantity of air being delivered to the burners and as a consequence an extremely hot flame is produced which tendsto burn out the burner tubes 303 and the turbine blades 301' thereby greately shortening the life of the engine.

i A further disadvantage is experienced upon deceleration, in that a change in governor setting from speed b to speed a tends to result in full closing of the fuel valve until the engine slows down. thereby providing a deceleration fuel rate curve of the type illustrated by the dotted curve f in Figure l1. In such case the fuel rate `is reduced drastically whereas the air supplied to the burner is reduced slowly as the momentum of the compressor is gradually dissipated. As a result an extremely lean mixture is present at the burners and the burners tend to Vgo out.

In the second of the above mentioned heretofore used control systems, namely the selected fuel rate systems, the fuel feeding characteristic is' as illustrated in Figure l2. If while operating at speed a it is desired to change to speed b, the fuel rate is changed from that at a to that at b. The fuel supply characteristics during this acceleration is as shown by the dotted curves y and h. During deceleration from b to a the fuel rate characteristic is as indicated by the curves i and readily adapted to feed fuel to engines or power plants of the above noted type. As illustrated in Figure 10, liquid fuel is supplied to the burners by the metering pump or fuel-feeding device shown in Figures l, la, and 2, the gear I8 secured on the rotor shaft'lla of Figure 1 being driven from the shift 304 through the medium of bevel gears 309,`

310 and shaft 3l l. VMetered fuel from the discharge chamber I01a of Figure 1 is conducted through a fuel line 3|2 to a burner ring or manifold 3|3 from which pipes 3M lead toindividual burner nozzles 3|5. The needle |31 (Figure 1) is suitably connected to a power control lever (not shown) in the pilots compartment by means of a link 3|6, bell crank 3H, link 318 and pivoted lever 3I9; and the combination manifold pressure and exhaust back pressure bellows assembly of Figure 1 is replaced by a bellows 320 which is responsive to changes in pressure and temperature and therefore changes in density of the air entering the. inlet 302. The bellows is subjected to 19 entering air pressure by means of holes 32| provided in the cowling 30|, preferably opening in the direction of travel so as to be subject to the ramming action due to the forward velocity of the craft. A type of bellows suitable for such service is disclosed in U. S. Patent No. 2,376,711, dated May 22, 1945. Additional holes 32|' are provided at the side orv rear of the cowling to provide circulation therethrough so that the temperature of the air within will truly represent the entering air temperature. The bellows may be evacuated and spring-loaded and rllled with a damping fluid and an inert gas. A suitable bellows for this purpose is disclosed in a copending application of Elmer A. Haase et al., Serial No. 525,278, filed March 6,

1944, now Patent NO. 2,470,742, issued May 17,

' The engine or power plant of Figure l0 is -r-shown mounted in a nacelle 322, usually provided in the wing or body of an airplane for this purposefa ring 323 fixed against the inner wall of the nacelle serving as an anchor and the engine device of Figure 10, reference should also be had to Figures 1 and 13. Assume for purpose of illustration that the engine is operating at a given altitude with the needle |31 set in position corresponding to operation at point a in Figure 13, the governor head across diaphragm 41 being just sufficient to balance the force of the governor weights 35, and the metering head across orifice |01' and the setting of valve |01 being such that the quantity of fuel delivered corresponds to the fuel rate at point a.

As has been pointed out heretofore, in connection with Figure 1, the metering pump for a given setting of needle |01 will deliver fuel in direct proportion to the speed of the pump or engine, the quantity at a. given speed being dependent upon the setting of needle |31. Thus the quantity vs. speed relationship for increments of closing movement of needle |31 would be as indicated by curves k, l, m and n respectively, in Figure 13, the curved low speed portion of these curves being caused by the effect of the idling spring 51. With needle |31 set for the Ic curve, the engine speed would increase or decrease until the fuel delivered satisfies the engine fuel requirement, a condition which occurs at a. If now the needle |31 were partially closed, to a setting corresponding to curve n, the fuel delivered would increase as indicated by the dotted line o until curve n was reached after which 'the fuel rate would increase along line n (or dotted line p) as the speed increased, until point b was reached at which speed the engine reaches an equilibrium condition, the

Aquantity of fuel supplied by the pump being equal to the fuel required as indicated by curve A. The metering device or pump thus prevents excessive initial enrichment at the time the power control lever is advanced and accomplishes gradual increase in quantity of fuel as the speed of the engine increases whereby sufficient enrichment is provided for adequate acceleration through the increasing speed range.

During deceleration from b to a the fuel metering characteristics of the device are as indicated by the dotted lines 1' and s, as will be readily apparent. This prevents excessive leanness on deceleration, which otherwise might put out the burners,

Upon a decrease in entering air density, as with increase in altitude, less fuel is required to drive the turbine 301 .and compressor 303 at a given speed. Therefore, in order to compensate for changes in air density, the area of themetering orifice |01' is varied by the bellows 320. Thus a gain in altitude and resultant decrease in density results in elongation of the bellows 320 Aand a reduction in areal of the metering orifice |01', thereby reducing the flow of fuel to the engine for a given speed. An. increase in density has a reverse effect.

Obviously, any of the controls illustrated in Figures 4 to 8, inclusive, may be used with the system of Figure 10. Thus the overspeed control ofFigure 7 may prove desirable, or the supplemental metering head control of Figure 8. It y may also be found desirable rrto influence the metering head in relation to entering air temperature in addition to the compensating effect provided by the Bellows m, miwnich .event the controls of Figures 5 andigmay be applicable.

`Figure 14 illustratesan alternative arrangement with respect to Fig'ure 10 wherein power is controlled by directly varying the area of the metering orifice |01' while changes in air density or mass air flow are compensated for by varying the area of the control bleed or orifice 35. Accordingly, the needle |31 is operatively connected to a density-responsive capsule or bellows 325 by means of lever 326 and link 321, and which bellows may be loaded for both pressure and temperature response in a manner similar to the bellows 320.

The metering orifice |01 is controlled by a needle 328 operatively connected to a pilots concharacteristics for this modification are the same as for the device of Figure 10 as shown by Figure 13,

To decelerate, the needle 328 is advanced into the orifice |01', its area is restricted, the differential across diaphragm 41 tends to increase whereupon the governor partially closes the fuel valve 28 to restore the differential across diaphragm 41 to balance the governor weights. As the engine slows down the differential is gradually reduced until the engine speed and fuel rate reach the desired condition for equilibrium operation.

Should there be a decrease in air density resulting from an increase in altitude and/or rise in air temperature, the bellows 325 expands, needle |31 is retracted from orifice or bleed |35 and the metering head is decreased, thereby decreasing fuel flow for a given engine speed and compensating for the decrease in the weight of air being pumped to the burners; an increase in density iasulting in a reversal of the foregoing opera- Any of the auxiliary controls illustrated in Figures 4 to 8, inclusive, may be incorporated in the system of Figure il subject to obvious modiiication in structure and arrangement of parts.

It will be understood that no attempt has been made herein-to set forth all of the various advantages, applications and Ametering characteristics of the fuel-feeding system and accompanyanimo 213 ing apparatus comprised in the instant invention: and it will also be understood that the drawings are simply illustrative of the invention and that in actual practice it is usually necessary to rearrange and modify the construction ofthe parts to vadapt the system to different installations. All such vchanges and modifications. are contemplated which fall within the scope ofthe `I invention as defined by the appended claims.

- to said valve, and means for subjecting said element in a valve opening direction to a force variable in response to variations in engine speed and in a valve closing drection to a force proportional to the differential pressure across said metering orifice, said means including a variable pressure control chamber, an orifice communieating said chamber with said passage upstream of said metering orifice, said chamber being in hydraulic pressure communication with said element, another orifice communicating said chamber with said passage downstream of the metering orifice, and control means for selectively varying the area of one of said orifices. 2. In a device for supplying fuel under pressure to an engine. a flow passage having a metering orifice therein, a valve in said passage for controlling iiow of fuel therethrough, a diaphragm operatively connected to said valve, and means for rendering said diaphragm responsive to the pressure difference between a force variable in response to variations in engine speed and a force proportional to the differential pressure across said orifice, said means including a variable pressure control chamber in hydraulic pressure communication with said diaphragm and in restricted flow communication with said passage downstream of said valve and upstream fuel to an engine, a. fuel conduit having a meteri ing orifice therein, a fuel valve for controlling flow of fuel through said conduit, a pump for supplying fuel under pressure to said conduit, a movable element connected to said valve, an unmetered fuel chamber on one side of said element and a variable pressure control chamber on the opposite side thereof, means for rendering said element responsive to the pressure difference between a force variable with variations in engine speed and a force proportional to the fuel metering head across said orifice, a restricted iiow passage communicating the control chamber with the unmetered fuel chamber upstream of the metering orifice and another restricted flow passage communicating the control chamber with the fuel conduit downstream of said metering orifice, and a control element for varying the effective area of one of said restricted flow passages.

4. In combination with an internal combustion engine having a throttle controlled air intake passage including an intake manifold, a fuel feeding system including a fuel iiow passage terminating in a discharge nozzle adapted to discharge fuel under predetermined pressure, means for supplying fuel under pressure to said nozzle through said fuel passage, a metering orifice in said fuel passage and an element controlling said orifice as a function of manifold or charging pressure, a fuel valve for controlling flow of fuel through said fuel passage, a, pressure responsive element operatively connected to said valve, means for rendering said latter element responsive to the pressure difference between a force variable in response to variations in engine speed and a force proportional tothe fuel metering head, and means responsive to changes in tem perature of the air flowing to the engine for varying the differential across said pressure responsive element.

5. In combination with an internal combustion engine having an air supply passage, a, fuel feeding system including a fuel flow passage terminating in a discharge nozzle adapted to discharge fuel under predetermined pressure, means for supplying fuel under pressure to said nozzle through said fuel passage-a metering orifice in saidfuel passage and an element controlling said,

|- Stream of the fuel valveand upstream of the metering orifice, and means responsive to changes in an operating condition of the engine for vari ably bleeding fuel from saidcontrol chamber to said fuel passage downstream of said metering orifice.

6. In a device for controlling the supply of fuel to an engine, a. fuel flow passage having a metering orifice therein, a valve controlling flow of fuel through said passage, means for controlling said valve to maintain a metering head as a function of engine speed including a movable control element operatively connected to the valve and adapted to respond to the pressure differential between `a force variable in response to variations in engine speed and a force proportional to the metering head, means for subjecting said element to a variable regulating pressure, and means for automatically varying the effectiveness of said regulating pressure at predetermined engine speeds.

'1.` In a device for controlling the supply of fuel under pressure to an engine, a fuelflow passage having a metering orifice therein, a fuel valve in said passage for controlling flow of fuel therethrough, and means for controlling said valve as a function of engine speed including a movable control element operatively connected to the valve and adapted to respond to the pressure difference between a force variable with variations in engine speed and a force proportional to the head of fuel across said` orifice, a Variable pressure control chamber in restricted inflow communication with said passage upstream of said regulate the differential across said element, and

means for automatically varying the effectiveness .0f the said differential at predetermined engine speeds. 

